Power transmission



'Ma c 1,1944. E. R. MAURER 2,343,312

POWER TRANSTMISSION Original Filed 0012.9, 1940 3 Sheets-Sheet 1 INVENTOR A TTORNE Ys.

March 7, 1944. E. k. MAUI QE R 2,343,312

POWER TRANSMISS ION Original Filed Oct. 9, 1940 3 Sheets-Sheet 2 ll! N x INVENTOR YZZZWZ)? 7?. )fkurerz' 4, m all I ATTORNEB- March 7, 1944. E. R. MAURER POWER TRANSMISSION Original Filed 001;. 9, 1940 3 Sheets-Sheet 5 INVENTOR ZTJWZI? Maura)? MM fi z *M ATTORNEY5- years.

Neracher et 9.1., 222,006, filed July 29, 1938, disdriving.

Patented Mar. 7, 1944 POWER TRANSMISSION Edwin R. Maui-er, Detroit, Mich, minor 'to Chrysler Corporation, Highland Park, Mich, a

corporation of Delaware Original application October 9, 1940, Serial No. 360,461. Divided and this application April 2, 1942, Serial No. 431,311

7 Claims.

the principles of the invention in connection with a transmission arrangement wherein both an underdrive and an overdrivemechanism are utilized.

The advantages of overdrive are well known in the art, especially since overdrive mechanisms have been widely used commercially in recent The co-pending application of Carl A.

closes an overdrive mechanism of an improved .type wherein the change from a slower to a faster drive is accomplished automatically at a predetermined vehicle speed by operation of a power actuated brake which locks the sun gear of a planetary gearset to the casing thereby effecting a step-up in the driving ratio while The aforesaid overdrive unit is intended to be *usedin connection with aconventional manually operated transmission. While a material improvement in the art is accomplished by the use of such an arrangement, it is still necessary, for satisfactory vehicle performance, to shift gears by hand. 7 4

It is an object of the present invention 'to pro.-

vide an improved change speed mechanism which during overdrive shall be fully automatic in operation and whereinchanges in speed ratio. may be obtained without the necessity for manual operation, either in shifting up or down, except that ordinarily required in manipulating the vel.icle throttle-mechanism. A

My improved transmission is preferably an ranged so that two changes in speed ratio may. .be obtained in forward drive, thus providing a drivin arrangement which does not differ from that in conventionaluse in its general functions.

'Both "of the speed ratio changes are obtained automatically, one upon the vehicle reaching a predetermined speed and the other upon driver release of the throttle control while the vehicle is traveling above a predetermined speed higher than that necessary for the said one shift to take place.

The mechanism is further arranged so that a shift down to a lower speed ratio, for faster acceleration or for other reasons. while the vehicle is traveling above the aforesaid higher predetermined speed may be quickly and smoothly accomplished by depression of the vehicle accelerator pedal to an overtravel position or by other equivalent control means. I

It is therefore, a further object of the inventionto provide an improved speed change mechanism wherein one step-up in the driving ratio may be obtained instantaneously upon the attainment of a predetermined vehicle speed and a second step-up in the drive may be obtained upon momentary reversal of the driving torque when the vehicle is traveling at a speed in excess of a predetermined speed higher than that at which the first step-up is obtained.

A still further object is to provide a transmission of the aforesaid type wherein an instantaneous kickdown" may be obtained to a lower speed driving ratio from either of two higher speed driving ratios.

A still further object is to provide a threespeed ratio transmission wherein one step-up in ratio is eflected during drive and the other is effected during coast of the vehicle.

A still further object is to provide in such a transmission, means for obtaining an instantaneous shift to a lower speed ratio from either of two higher speed ratios without necessitating an interruption of the vehicle drive.

An additional object is to provide a vehicle transmission of the aforesaid type capable of manipulation to provide a two-way reduced speed drive without free-wheeling whereby the engine may be used as a brake on long descents.

Other objects of my invention are to provide improved change speed mechanism automatically operable to provide varying speed ratios best suited to the requirements or conditions of motor vehicle drive under such conditions that high efliciency may be obtained without sacrifice of accelerating ability. 7

Further objects and advantages of my invention will become apparent from the following specification, reference being had to the accompanyingdrawings which illustrate two of the many possible embodiments thereof, and wherein, Fig. 1 is a longitudinal vertical section'of the forward gearbox of my improved transmission. Fig. 2 is a view slmilar'to Fig. 1 of-a modified form of forward gearbox.

Fig. 3 is alongitudinal vertical section of the rearward gearbox of my improved transmission which is adapted to be used with either of the.

forward boxes of Figs. 1 and 2.

Fig. 4 is a section along line l--B of Fig. 1. Fig. 5 is a part section along line 5-5 of Fig. 1. Fig. 6 is a part section along line 6-5 of Fig. 2. Fig. 7 is a part section along line li of Fig. 3. In the drawings in which like reference numerals designate corresponding parts in the following description, I have illustrated my improved transmission as consisting of aforward gearbox A (Fig. 1) and a rear gearbox B (Fig. 3). Fig. 2 illustrates a modified form of forward gearbox A which is designed to be used in place of gearbox A if desired. For convenience, the unit A will be referred to as the underdrive" unit and the unit B as the overdrive" unit. While each of these units are shown enclosed in separate casings I and II, it is to be understood that such an arrangement is purely optional and one single casing It] by a ball bearing I 4 and has a gear l formed on its inner end. The gear l5 meshes with a cluster gear l6 carried for rotation on a 2 countershaft l1 which is supported at its opposite ends in the casing l0. Also formed on the inner end of the shaft [3 is a pawl carrier l8 which forms part of a centrifugal clutch C more clearly illustrated in Fig. 4.

The female or driven member l9 of clutch C is carried by an intermediate driven shaft which is piloted at its forward end into the hollowedout portion 21 of shaft l3 where it is supported by bearing rollers 22. The member I9 is journaled on the shaft 20 and has integral clutch-teeth 23 adapted for engagement by clutch teeth 24 carried by a shiftable sleeve 25. Member I9 is also provided with a cone-shaped surface 26 on which is carried a synchronizing and blocker element 21 having teeth 28. A slot 29 cut in the member l9 receives a tab 30 formed on the element 21 and permits the latter to have limited rotation relative to the hub of member IQ for blocking purposes. Combined synchronizing and blocking mechanisms of this general type are well known in the art, and inasmuch as the specific type used is immaterial here, the aforesaid brief description will be deemed sufficient.

The sleeve is adapted for shifting forwardly to mesh the teeth 24 thereof with the teeth 23 or rearwardly to mesh the teeth 25 with the clutch teeth 3| carried by the gear 32. A synchronizing=blocking element 33 similar to the element 21 is carried by the hub portion 34 of gear 32. Gear 32 is journaled on shaft 20 and meshes with countershaft cluster gear 35. A lock ring 36 retained in place by a spring pressed pin 31 retains the gear 32 in position, a suitable enlargement of the bore, designated by numeral 38 on the drawing, being provided in the gear hub to accommodate the same.

of suitable driver actuated shifting mechanism; and is slidably carried on a hub member 49 which is splined to the shaft 20 at 4|. The hub member All is provided with external spline teeth '42 which slldably'mesh with the teeth 24 of shift sleeve 25.--Sleeve 25 is also provided with an integral rearwardly extending cylindrical portion 43 prowhich are adapted to mesh with clutch teeth 45 when the shift sleeve is shifted forwardly to mesh the teeth .24 with teeth23.

The clutch teeth 45 are carried by a sleeve member 46 which is rotatably carried on the hub portion 34 of gear 32. An overrunning clutch, generally designated by the letter D, forms a one-way driving connection between the sleeve 46 and gear 32 and is adapted to drivingly lock these two members together upon tendency of the gear 32 to rotate fasterthan the sleeve 56 in a forward direction while permitting overrun of the sleeve with respect to the gear. The clutch D (Fig. 5) is of the usual type and is provided with rollers 41 and a carrier having tabs 48 receivable into slots 49 milled in the hub 34 for establishing a lost motion driving connection with the gear 32. A spring 50 biases the rollers into lock-up position whenever the gear 32 tends to rotate faster than sleeve 46.

Rearwardly of the gear 32 the shaft 20 is provided with a splined portion 5| on which is slidably carried a reversedriving gear 52 adapted to be meshed with an idler gear-53 under the control of a shift yoke 55 which is in turn connected to a shift rail 56, the latter being retained in one 'or the other of its shifted positions by a spring pressed detent ball 51. The idler gear 53 is suitably mounted in the casing I ll and is permanently meshed with countershaft cluster gear 54.

Referring now to the details of clutch C which is preferably of the centrifugal type, one form of which is shown in Fig. 4, the enlarged portion l8 of the shaft l3'is provided with pawl guides 59 which have arcuate faces 69 fitting within the overhanging shell portion 6| of clutch member I9. Slidably secured to the portions 59 are a pair of pawls 62 which are adapted for outward movement oppositely to one another to engage slots 63 provided in the portion 6| of clutch member l9. Each of the pawls has a pair v of faces 64-454 in sliding engagement with faces 65-65 respectively of members 59 as shown in Fig. 4. The pawls are oppositely disposed relative to one another and the opposite faces thereof slidably engage one another. In order to normally urge the pawls inwardly of the pawl cage formed by the portions 59 of the member I8 to the position shown in Fig. 4, springs 66 are provided, each spring acting upon the head 61 of screw bolt 68 threadedly engaging opening 69 provided in portions 59 and the portions 10 of the pawls are respectively provided with an opening H, each spring 66 actingvon a seat 12 of the associated yoke portion.

The portion 6| has the aforesaid plurality of circumferentially spaced pawl receiving slots or openings 63 suitably spacedso that diametrically arranged paths of slots will simultaneously register with the pawls 62 so as to receive the pawls under conditions hereinafter to be described.

Each of the heads 61 of the bolts 68 is provided with a slot which is adapted to receive a screw driver for adjustment of the tension of the spring 66, it being apparent that such ad- Justment may readily be accomplished without disassembling the mechanism by aligning each vided with inwardly extending clutch teeth 44 wardly having overcome the resistance of the spring 66. When the pawls 32 move outwardly in their slots 63, such movement is limited by engagement of the yoke portion 13 thereof with the portions 59, the yoke portion sliding on the bolts 68.

It may thus be seen that with the sleeve 23 positioned as shown in Fig. l, the underdrive unit A is set in neutral and upon rotation of the shaft l3 by the vehicle engine, no drive will be transmitted tointermediate shaft 20. However, if sleeve 25 is moved forwardly or to the left of Fig. l'by shift yoke 33 which as aforesaid is adapted to be .controlled by any suitable type of driver actuated manual shift mechanism, teeth 24 will be meshed with teeth 23 and teeth 44 will be meshed with teeth '45. A torque multiplying drive will then be transmitted between the shafts l3 and 20 through gears l5, l3 and 35, gear 32 overnmning clutch D, sleeve 46, sleeve '25 and hub 40. In addition, clutch member l9 will be rotated at the speed of shaft 20. when the vehicle attains a speed of approximately 22 M. P. H. (or anyotherpredetermined speed conditioned upon adjustment of the spring 63); the pawls 62 will tend to move outwardly under the influence of centrifugal force and to engage the slot 63 formed in the clutch member l9.

However, as the clutch member I9 is rotating .at a considerably lower speed than the member l8 which carries the pawls 62, the parts pass each other with such rapidity that the pawls do not have time to move outwardly to engage the slots and the parts continue to slip past one another until the operator momentarily releases vor diminishes the torque of the engine applied to the shaft 13 so as to permit the member I! to decelerate by reason of the action of the overrunning clutch D which permits ,overrim of the sleeve 46 with respect to the gear 32.

drops to the speed of the member is momentarily synchronizing the pawls with a pair of thediametrically arranged slots 63, the pawls thereupon being guided outwardly during rotation-thereof and effecting engagement with the slots '63. Once engaged, the centrifugal force acting on the pawls carries them outwardly to the limit of their outward movement as determined by engagement of the yoke portions ll thereof with the portions 53 of member I! and thus upon resumption of the driving occasioned by the vehicle driver depressing the engine throttle, direct drive is established between the shafts l3 and 20 with the overrunning clutchD permitting the sleeve 46 to overrun the gear 20.

Shifting of the sleeve- 23 rearwardly or to the right of Fig. 1 will mesh theteeth 24 with the teeth 3| formed on'the hub. portion 3| of the gear 32 and a direct two-way drive will be established between the gear 32 and the shaft 2| by way of'hub member 40 and sleeve 25. When the sleeve 25 is in this position, release of the vehicle throttle control for any reason will not establish an automatic step-up to direct drive because the clutch member i3 is freely rotatable on the shaft 20 and has no driving connection therewith and because of the direct connection between the gear 32 and the shaft 23, the.overrunning clutch D is locked out of the driving system and the shaft "will drive the shaft l3 upon coasting through gears .35, I3 and IS. The torque multiplying gear ratio drive established by movement of the sleeve 25 rearwardlyis the same as that established by the movement of sleeve 25 forwardly, the diflerence being solely In decelerating, the member l8 obviously very quickly in the action of the parts upon release ofthe vehicle throttle to permit coasting of the vehicle. Thus it can be seen that when the sleeve 25 is in its rearward position, a permanent torque multiplying underdrive is established which will remain established during all conditions of vehicle drive regardless of the speed thereof and regardless of whether or not the vehicle is driving or coasting. Movement of the sleeve 25 to its rearward position established what may be termed a'permanent underdrive for use under various vehicle operating conditions such as when it is desired to negotiate sandy or snowfilled roads or to accelerate above the cut-in speed of the clutch C or to descend long grades using the engine as a brake.

Fig. 2 shows a modification of the arrangement of Fig. 1 and in the description thereof, parts corresponding to similar parts in the Fig. 1 form will'be referred to by the "same numeral with the addition of a prime.

In Fig. 2, the input shaft l3 of underdrive unit A has a gear l5 formed integrally thereon which meshes with countershaft cluster 'gear l6 carried on countershaft II. The shaft l3 also carries the integral pawl cage I8, which in turn, carries the pawls 62' and their associated mechanism, all of which is preferably like that shown in Fig. 4.

Countershaft II also carries a plurality of additional cluster gears I5 and 54, respectively. Gear 35' meshes with a gear 32 journaled on the intermediate shaft 20'; gear 15 is adapted to be engaged by gear 52' which is slidably splined on shaft 20' for establishing a low speed drive through the unit A; and gear 54 is adapted to drive the vehicle in reverse when the gear 52' is engaged with idler gear 53' which is in constant mesh with gear 54'.

The gear 32 is provided with an integral hub portion 34' which is adapted to form one element of a one-way overrunning clutch D and the extreme forward portion thereof journals a sleeve member 45' having clutch teeth 45' adapted for engagement by the clutch teeth 44' of a shiftable sleeve 25'. The latter is shiftable under the influence of a shift yoke 39' and is device for temporarily arresting rotation of shaft II) gear 52" maybe shifted into mesh with either gear 15 to establish low speed.drive, or

I with gear 33' to establish reverse drive. Both low and reverse are two-way drives and should the speed of the vehicle exceed the cut-in speed of clutch C 'in low or reverse, the pawls 62' will be prevented from moving outwardly by the portion ii of shift sleeve 25' which blocks outward movement of the pawls when in neutral.

Inasmuch as it is intended that gear I! will be used infrequently as an emergency low speed gear, no synchromesh means is provided between clutch teeth 44'. and II but, if desired, suitable synchronizing means may be mountedbetween.

the aforesaid teeth for assisting the shift thereof.

1 Shift of sleeve 25 forwardly will engage the teeth 44' and II and at the same time align the slots 63" with the pawis 62' to thereby facilitate engagement of the clutch C upon the attainment of a predetermined speed. Thus, the shaft 28 will be driven from shaft I3 through gears I5, I8, 35 and 32; clutch D; sleeve 88' and sleeve 25'. Upon reaching the predetermined speed necessary for the pawls 62' to overcome the pressure of their holding springs, reversal of torque through the unit A will permit the cage I8, which is of course rotating faster than shaft 28', to slow down through the action of overrunning clutch D; thereupon pawls 62' will move outwardly of cage I8 and engage slots 63' effecting a direct drive connection between shafts I3' and 20. During direct drive,

' the sleeve 48' will overrun gear 32', the rollers of clutch D. being in released position.

- It is therefore apparent that underdrive unit A differs from underdrive unit A- in one important particular, i. e., an additional underdrive ratio is provided in unit A which may be used for emergency starting conditions where a very low ratio is desirable, and for descending grades where it is desired to use engine braking. It is, of course, obvious that a gear similar to I5 in Fig. 2 could be incorporated in the Fig. 1 modification to provide an additional underdrive ratio if desired.

Having thus described the underdrive unit of my improved transmission, attention is now directed to Fig. 3 which illustrates the overdrive unit, which unit is adapted for use with either the underdrive unit A or the underdrive unit A.

As is apparent from Figs. 1 and 3, the intermediate transmission shaft '28 (which corresponds to 20' in Fig. 2) is supported in the rear end wall of casing III by an anti-friction thrust bearing 58 and has a rearwardly extending reduced portion extending into casing II of unit B. The overdrive mechanism is interposed between the shaft 28 and a tailshaft I8, the latter having an extension 'II extending rearwardly to drive the rear wheels- (not shown). The customary propeller shaft brake drum I8 is illustrated as comprising a part of the coupling means between shafts 18 and II, but other suitable arrangements are equally efiective.

The intermediate transmission shaft 20 is a driving shaft for the overdrive mechanism B and, as aforesaid, is journaled in the bearing 58 carried by the rear end wall of the casing III. The shaft 20 has a rearward extension which projects into the overdrive unit casing II and has splines I9 formed on the extreme rearward portion thereof.

Engaging splines 19 at the rear end of the rearward extension of the shaft 20 is the inner member 88 of an overrunning clutch E (Fig. 7) which provides a releasable forward direct driving means from shaft 20 to driven shaft 18. The overrunning clutch 'E functions only at such times when the two-way direct drive means' does not operate for any reason as will presently be apparent. Normally, this overrunning clutch E plays a very minor part in the mechanism. As best shown in Fig. 7, the inner member 80 is formed with the usual cam faces 8I engaged by clutching rollers 82, the rollers being spaced by the usual cage member 83. The other member of the overrunning clutch E comprises a cylinder 84 formed as an enlarged forward projection of the driven shaft 18. When the driving shaft 20 has a forward direction of rotation imparted thereto, as indicated by the arrows in Fig. 7, and with the overdriving mechanism inoperative, the

rollers 83 will be wedged between the inner and outer members 88 and 84, respectively, of the overrunning clutch E so that the drive shaft I6 will be driven in a forward direction with the intermediate driving shaft 28. However, in the event that the driving shaft tends to slow down relative to the driven shaft or in the event that the driven shaft tends to rotate forwardly faster than the driving shaft, the rollers 82 will be released from wedging action and such tendencies of the shaft to rotate relatively to one another will be readily accommodated.

Overdrive mechanism B is arranged to provide a plurality of speed ratio drives between intermediate driving shaft 20 and driven shaft I6 and in the illustrated embodiment, I have provided a relatively slow speed drive which is a direct or 1 to 1 ratio drive and a relatively fast drive which provides an overspeed drive whereby the driven shaft is rotated faster than the driving shaft. Planetary gearing is preferably employed because of the recognized advantages of quietness of operation, simplicity, etc., although, if desired, other forms of gearing may be employed. The planetary gearing comprises an input planet pinion carrier structure adapted to be driven directly from shaft 20, this carrier structure being conveniently formed as an extension of the overrunning clutch .cam member 80. The carrier structure is provided with a forward carrier portion 86 connected to the portion 85 by a plurality of axle shafts 81 and spacing assemblies 88, one of these axles and spacing assemblies being illustrated in Fig. 3.

Rotatably journaled on each axle 81 is a planet pinion 89 meshing with aninternal gear 98 drivingly secured at the splines 9| with a flanged ex tension 92 of the aforesaid driven shaft extension 84 of the overrunning clutch E. The planet pinions 89 also mesh with a hollow sun gear having an internal lining of bearing material 94 whereby the sun gear is loosely journaled on the intermediate driving shaft 28 forwardly of the splines I9. The sun gear has a forwardly extendingicontrolling hub 95 formed with axially extending splines 96 slidably engaging the internal splines 91 of a shiftable drive controlling sleeve 98 formed with external clutch teeth 99 adapted to clutchingly engage corresponding internal clutch teeth I08 formed on carrier member 86.

When the sleeve 98 moves rearwardly to clutch with the carrier portion 86, the teeth 99 and I00 are so constructed that they may relatively overrun without danger of injury thereto, the said teeth being so constructed that they will engage only when they are rotating synchronously. The direction of inclination is such as to permit the carrier member 86 to rotate forwardly at a speed faster than forward rotation of the sun gear 93, the teeth I 80 camming over the teeth 99. This structure is more fully described in the aforesaid Neracher application, Serial No. 222,006.

In order to provide means for yieldingly urging rearward movement of sleeve 98 to effect clutching thereof with carrier portion 86, I have provided yielding means in the form of a spring IIlI acting, between an abutment I82 and a disk I03, the inner portion of which is fixed to sleeve 98 by a splined engagement at I03 therewith. This disk I03 provides a braking element for arresting rotation of the sun gear 93 when the sleeve 98 is moved forwardly to disengage clutch teeth 99 and I88 in order to effect the over speed drive between shaft 28 and shaft I8. Means is provided. preferably operated by pressure fluid, for shifting the disk I 03 and sleeve 98 forwardly in opposition to spring IN, the arrangement being such that this shifting action of the sleeve and disk will take place even during a full torque application of the vehicle engine in driving the intermediate driven shaft 20 without requiring reduction or reversal of the engine torque as has. heretofore been common in connection with transmissions of this type.

The pressure fluid operated means comprises a braking device generally designated at F adapted to be actuated to brake the disk I03 by a pressure fluid operated motor designated generally at G. The braking device F comprises a pressure plate I04 externally splined at I05 to engage the intemal splines I09 formed on the casing II, the splines being interrupted at the outwardly extending casingpockets I01 into which project fingers I08 which are welded to the pressure plate I04. A coil spring I09 acts in each of the said pockets I0? between the casing wall member H0 and a finger I08 to yieldingly urge the pressure plate I00 rearwardly to its released position, this pressure plate carrylngon its forward face a ring of friction braking material III engageable -with the rear face ofthe disk I03. The forward face of the disk I03is adapted to engage the braking material 2 fixed to the casing wall member "0 by suitable rivets as illustrated in Fig. 3.

Th fluid pressure motor G comprises a plurality of annular cylinders H3 formed as apart of the casing structure II and opening forwardly to slidably receive annular piston assemblies Ill which engage the pressure plate I00 directly to urge the same forwardly when pressure fluid is introduced intothe said cylinders. Thus, when pressure fluid isJn'troduced into the cylinders at the rear. of the respective pistons, the said pistons are moved forwardly in the cylinders causing the pressure plate I00 to slide forwardly in the splines It to thus provide a two-way direct drive through a rotation by operation of the braking device F.

This operation will establish an over speed drive between the shafts 2| and I0 which will be accompanied by reversed rotation of the intermediate driving shaft 20 by an amount equal to the value of the overdrive gear train when the braking device F operates to hold the sunv gear 93 and planet pinions 99 will be driven forwardly around a fixed sun gear 93, thereby causing the driven shaft I0 to rotateforwardly faster than the. speed of the drivingshaft, clutch E overrunning to accommodate such drive.

. Wheneverthepressure of the fluid in cylinders Ill drops. below the critical pressure required to operate braking device F, either by manipulation of the aforementioned control means or by a slowing down of the speed .of pump J, the braking device F will be released and a step-down will take place in the mechanism D changing the drive therethrough from overspeed drive to di- I00 and into engagement withdisk I 03, this disk and the sleeve 98 then moving forwardly as a unit to disengage clutch teeth 99 from carrier clutch teeth I00 and bringing the disk I03 into braking engagement with the friction material I i2 against the action of the coil springs 'IOI and I09 to thereby securely hold' the sun gear 93 against rotation.

' When the pressure of the fluid in the cylinder pump J at a speed-suflicient to provide the necessary pressure, springs IOI and I09 will operate to return the parts to their illustrated positions in Fig. 3, the spring I00 acting to separate the friction material III from the disk I03 while the spring. IOI yieldingly urges clutching engagement of teeth 99 with teeth I00. When th sleeve 99 is in its Fig. 3 clutched position, rearward movement thereof is preferably limited by engagement of the sleeve with the teeth of the sun gear whereby the teeth 99 are prevented from contacting with the teeth of the planet pinions 09.

In the operation of the overdrive mechanism as thus far described, and assuming a forward rotation of the intermediate shaft "with the parts positioned as illustrated in Fig. 3, a direct drive will be transmitted between the shaft 20 and shaft 16 because sleeve 98 is operative to clutch the sun gear 93 with carrier 86 thereby locking the planetary gear train and causing the same to revolve as a unit with the shafts 20 and to the driven shaft I0.

When the overruning deviceE thus operates,-

sleeve 90 will be accelerated to a speed equal toy that of the carrier 00 so that the sleeve will clutch with the carrier to provide the direct drive under the aforesaid operating conditions. However, should the teeth 99 not clutch with the teeth I00, the sleeve 00 cannot rotate forwardly faster than the carrier 00 because the overrunin clutch E will immediately'come into operation to establish thedirect drive from driving shaft 20 the teeth 99 which are of the well-known'Maybach typ will engage the forward faces of the teeth I00 but will not clutch therewith and the next time that the torque through the unit B is tion of the manually controllable shift mechanism to engagegear 52 with reverse idler gear 50 in underdrive unit A (or by engagement of gear 52' with reverse idler 03' in underdrive unit A) the overdrive mechanism 3 operates in such manner that lock-up means for the overrunning clutch E is not required. The vehicle is necessarily brought to a standstill before the reverse .driving gears are engaged and inasmuch as pressure fluid to the motor G is supplied by a pump J driven by the tailshaft 16, it will be apparent that when the vehicle is at rest, the pump J is stationary and the pressure in the cylinders H3 will be zero. The braking device F will therefore be released and the sleeve 98 will be moved rear-' wardly by the spring I ill to lock up the planetary train thereby providing atwo-way drive between the shafts 20 and 16.

The pump J and its associated control mecha- B to a predetermined desired speed, pressure from the pump J will automatically cause operation of the motor G to effect change in the mechanism B from direct drive to over speed drive. Likewise,

when the speed of travelof the vehicle drops below a desired predetermined critical speed, the pressure of the fluid in motor G will drop causing the over speed drive to be automatically released and the direct drive to immediately take place as the shaft 20 speeds up either by engagement of the'overrunning clutch E or by engagement of the sleeve 98 with the carrier 85 as hasbeen described. It is also contemplated that in the operation of the transmission suitable means will be provided for venting the cylinders H3 at the will of the driver such that immediate return to direct drive through the mechanism 3 can be accomplished by kickdown operation of the vehicle accelerator pedal or by other suitable control mechanism. I

In the normal operation of the power transmission as a whole, let it be assumed that the motor vehicle is at rest with the mechanism in underdrive unit A position as shown in Fig. 1 and the mechanism in overdrive unit B as shown in Fig.- 3. Forward drive may be initiated by manipulation of the sleeve 25 in unit A (accompanied, of course, by a release of the engine drive to the shaft I3 by operation of a suitable friction fluid pressure will be introduced into the cylinders 3 of motor G and braking device F will be actuated to disengage clutch teeth 99 and I99 to lock the sun gear 93 against rotation through the lock means H13, 98, 95. It will thus be seen that a step-up in the speed ratio between the shafts l3 and 15' has been effected automatically and without the necessity for the driver taking conscious action; the vehicle now being driven to underdrive through the unit A and at an over speed drive through the unit B. Continued acceleration of the vehicle to a speed above that which is necessary for centrifugal action to overcome the resistance of the springs 66 which con-- trol the action of the pawls 62 of centrifilgal clutch C may be continued and the pawls 62 will rotate past the pawl receiving slot 63 without en-' gagement therewith because of the difierences in speed between the members I8 and IS. The ve- V ated in second or intermediate speed drive. Di-- rect'drive through the mechanism A may be obtained at any time when the vehicle is traveling above the critical speed at which the centrifugalclutch C is designed to operate by momentary reversal of torque through the underdrive unit A such as may be accomplished by driver release clutch or by other suitable means) to engage the teeth 24 of thesaid sleeve with either the teeth 23 of member l9 or the teeth 3i of gear 32'. It will be assumed that normal operation of the transmission is contemplated and that the sleeve 25 is manipulated forwardly to engage with the member 19. Teeth 44 will, of course, also be engaged with the teeth 45 and upon acceleration of the vehicle, drive will be transmitted from the shaft l3 through gears l5, I6, 35 and 32, overrunning clutch D, sleeve 46, sleeve 25 and hub 40 to shaft 20, thence to shaft 16 through clutch member 89 and sun gear 93, the sleeve 98 being positioned as shown in Fig. 3 with the planetary ear train locked up to otate as a unit. If for any reason the teeth 99 and I 00 should not be engaged, direct drive through the unit B will, of course,;be transmitted from shaft 29 to shaft I6 through overrunning clutch E.

As the vehicle accelerates, the pump J will build up fluid pressure under control of suitable valve mechanism until the predetermined vehicle speed has been reached at which shiftto overdrive in the unit B is desired to take place. At such time,

lishing a direct drive between the shaft l3 and the shaft 20. Acceleration of the vehicle will now cause it to be driven at the fastest speed ratio obtainable with the herein described transmission, direct drive having been established in the unit A and overdrive having beenestablished the unit B.

As has been mentioned before, it is contemplated that a relatively fast ratio, in the neighborhood of 3.5 or thereabouts, will .be used with the herein described transmission arrangement and thus the advantages of low engine speed at vehicle cruising speeds will be secured. It is also preferable, though not necessary, that some form of slip clutch such as a fluid coupling be employed to transmit the drive from the vehicle engine to the shaft l3. The advantages of the fluid coupling are well-known and when used in combination with the herein described transmission, a remarkably fast break-away from standstill condition is possible because of the fact that the fluid coupling inherently permits the engine to race ahead of the car and-at-the instant of break-away, the mechanism A is operating in underdrive and the mechanismB in direct drive.

The present transmission arrangement provides an exceptionally flexible vehicle driving mechanism which automatically provides car speed ratio for all conditions of vehicle operation. when driving ,in overdrive through the unit 13 with the unit A operating in either direct or reduction drive, rapid acceleration of the vehicle may be obtained without shock to the transmission parts or to the occupantsofithe vehicle by kick-down operation of the unit B to thereby 2,343,312 establish a direct drive between the shafts 2n motor G will, of course, fall off and release the overdrive to thereby immediately reestablish direct drive either at the overrunning clutch E or at the teeth 99, Hill as aforesaid. Various sequences of operation of my improved transmission may be had according to the desires of the operator of thevehicle or other conditions under which the vehicle is desired to be operated. For instance, by proper "adjustment of the control mechanism for the pressure fluid from pump J and by varying the compressionof the springs 66 of centrifugal clutch C, the speed at which step-up or step-down of the speed ratio in the respective units A and B takes place may be varied within wide limits while in the aforesaid description, it has been assumed that the step-up in drive through the overdrive unit B will take place befdre the step-up in drive in the underdrive unit A during normal operation of the vehicle. This sequence of operations may be redriving shaft having a drive pinion and a centrifugal clutch member carried thereon; a driven shaft; a shiftable sleeve member drivingly connected-to said driven shaft; a centrifugal clutch member operatively associated with said sleeve and misaligned with respect to said first men-3 tioned clutch member, said second clutch member adapted to be moved into aligned position for clutching by said first clutch member by shifting said sleeve from neutral position; a second clutch member carried by said sleeve; a clutch member adapted for engagement by said second clutch V member upon shift of said sleeve from neutral position; a speed reducing gear train driven by said pinion, and an overrunning driving connection between said gear train and said last mentioned clutch member.

3. In a variable speed power transmission, a driving pinion; a driven shaft; a clutch associated with said pinion and shaft and adapted when engaged to establish a two way direct driving connection therebetween; a speed reducing gear train driven by said pinion; means for driv-' ingly connecting'said gear train with said shaft includingan overrunning device adapted to per-- mit said shaft to overrun said gear train when so connected; and said clutch including means 0perable in response to a predetermined speed ofrotation of said pinion accompanied by release of torque through said transmission for causing said clutch to engage.

versed and the mechanism may be so adjusted that step-up in drive can take place through the mechanism A at a lower speed than step-up in drive through the mechanism B. Various other re-arrangements of my improvedtransmission will readily occur to those skilled in the art. For instance, the overdrive mechanism B may be disposed ahead of the underdrive mechanism A instead of in rear thereof as is illustrated and described.

I therefore do not limit my invention in its broader aspects to the particular combination and arrangement of parts shown and described herein for illustrative purposes since various modifications will be apparent from the teachings herein.

I claim:

' 1. In a variable speed power transmission having a driving shaft and adriven shaft, means for driving the driven shaft from and at a reduced speed relative to the driving shaft comprising a gear train including a gear ioumaled on said driven shaft; means for driving the driven shaft in direct drive with the driving shaft comprising a centrifugal member driven by said driving shaft and non-rotatable relative thereto and a second centrifugal clutch member adapted to be clutched by said first mentioned centrifugal clutch member under control of said driving shaft for driving said driven shaft; a toothed clutch member for associating said second centrifugal clutch member in drive with said gear, said toothed clutch member connected by splines to said driven shaft and shiftable axially thereof; a second toothed clutch member having external teeth adapted for engagement by internal teeth on said first toothed clutch member; and an overrunningtconnection between said second clutch member and said gear, said overrunning connection permitting said driven shaft to overrun said gear in forward direction of rotation when said toothed clutch members are engaged.

2. In a variable speed power transmission, a

4. The combination set forth in claim 3 wherein a shiftable member operable by the driver at will is provided for breaking the driving connection between said clutch and shaft and said gear train and shaft respectively.

' 5. In a variable speed power transmission, a drive pinion; countershaft gears driven by said pinion including a low speed gear and an intermediate speed gear; a driven shaft; a gear splined on said driven shaft and adapted for meshin with said low speed gear; a gear journaled on said shaft in permanent mesh with said intermediate speed gear: means adapted for drivingly connecting said last mentioned gear with said shaft including an overrunning clutch operable to permit said shaft to overrun said gear; and a clutch operatively disposed between said pinion and said shaft and operable to connect the same in a two way direct drive in response to rotation of said pinion at predetermined speed accompanied by release of drive through said transmission. I

6. In a .variable speed power transmission, a driving structure: a driven structure; a speed responsive clutch operatively associated with said driving and driven structures and operable when engaged to clutch the same for a two-way direct drive; a speed reducing gear train for drivingly connecting said structures, the driving connection thereof including an overrunning clutch perable to permit the driven structure to overrun the driving structure; a clutching sleeve shiftable by the driver at will from a neutral position where it is disengaged with said speed responsive clutch and gear train, said sleeve being adapted for shifting in one direction to connect both said speed responsive clutch and gear train to said driven structure and for shifting in the opposite direction to respectively disconnect said speed responsive clutch from said driven structure and connect said "gear train to said driven structure for two way drive.

'1. In a, variable speed power transmission, a driving pinion, a driven shaft, a clutch associated with said pinion and shaft and adapted when engaged to establish a two-way direct driving connection therebetween, a speed reducing gear train driven by said pinion for driving said shaft in a slower speed ratio drive than said clutch, and an overrunning clutch coaxial with said shaft and intermediate said shaft and gear train adapted to permit said shaft to overrun'said geartrain when said clutch is engaged, said clutch including means under control of said driving pinion and responsive to a predetermined speed of rotation of said pinion for effecting said two-way drive connection.

EDWIN R. MAURER. 

